Dolphcts toreey



D. TORREY.

GAR BRAKE.

(No Model.)

Patented May 1,1883.

PATENT OF ICE.

"noLPHos TORREY, OF New YORK, N. Y.

CAR-BRAKE.

SPECIFICATION forming part of Letters Patent N 0. 276,933, dated May 1, 1883.

Application filed October 14, 1882.

To all whom it may concern:

Be it known that I,DoLP11Us TORREY, a citizen of the United States, residing at New York, in thecounty and State of New York, have invented a new and useful Improvement in Draw-Bar-Brake Apparatus, of which the followingis a specification.

My invention relates to that class of brakes in which the brake mechanism is actuated by movements of the draw-bar or buffer through the medium of a system of motor and operating levers.

My invention particularly relates to drawbar-brake mechanisms such as are described in my former applications for Letters Patent filed June 20,1882, SerialNo. 64,692 June 29,

1882, Serial No. 65,510; and July 3, 1882, Se-

rial No. 65,855. The object of the present invention is to adapt such mechanisms to the functions of single-acting brakes.

To the above end my invention consists in the combination, with a draw-bar brake, of a longitudinally-moving draw-bar or buffer provided with an engagement device and a motor-lever arranged to be acted upon by one movement of the draw-bar or buffer in one dirction, and provided with a spring set to swing the said lever in the other direction, as

hereinafter more fully set forth.

In order that my invention may be fully understood, I will describe it with reference to the accompanying drawings, forming a part of this specification, in whicht Figure 1 is a plan view of a part of the under side of the bed-frame ofa car with my improvement attached. Figs. 2 and 3 are a plan and a longitudinal vertical section, respectively, ot a special brake mechanism with my improvement applied thereto.

The mechanisms embodied in my said former applications include theuse of motor and operating levers attached preferably to one of the draft-timbers of the car-frame and extending transversely of the ear, the motor-lever being connected to the draw-bar so as to swing in the direction of its movements. By means of this connection between the draw-bar and the motor-lever the brake is made double-acting. The modification whichyconstitntes the present invention consists in setting the motor-lever without connection with the draw (No model.)

end this draw-bar or butter is provided with 1 a lug, 1 which may be in the form of a pin or projection or other suitable fixture. ,The motor-lever 3 is pivoted at3 to one of the draft-timbers of the car-frame, and extends transversely of the car across the path in which the lug 1 moves. Atits free end this lever carries a lug which engages with a cor responding lug on the end of the operating-i lever of the special brake mechanism To the opposite end of this motor-lever is connected one end of a spring, 3 ,"which extends i'n wardly from its point of connection with the" motor-lever, and is attached by its inner end to the bed-frame of the car. Thus it will be seen that only the inward movement of the draw-bar or buffer produces any effect upon the motor-lever, such effect being through the engagement of lug 1 with the outer side of the motor-lever to throw the free endof said lever inward. This inward movement of the free end of the motor-lever is accompanied by an outwardmovement of the short arm thereof, resulting in the extension of the spring 3". The outward movement of the draw-bar. or

buffer produces no effect upon the motor,

which is thereby disengaged from the lug 1. The return of the free end of the motor-lever is produced by the retraction of spring 3, drawing upon the short arm of said lever.

In Figs. 2 and 3 I have illustrated the application of my present invention to the special mechanism embodied in my former application for Letters Patent filed July 3, 1882, this mechanism being selected arbitrarily, as it is to be understood that my invention is equally applicable to other brake mechanisms-such as are embodied, for example, in my former applica tions above mentioned. The special mechanism here shown is that used in connection with a motion-governor, so called from its being set byfact of motion with the wheels and axles,

l'CO

- tions.

rather than by the changes in the direction of wheel rotation, as in my other former inven- In the said figures, 4 is the operatinglever, the free end of which carries an engagement-lug corresponding to the lug on the free end of the motor-lever 3, and its free end is connected to one strand ofalooped brake-chain, 5, passing over a pulley, 6, and secured by its ends to a transfer-lever, 7, attached to the bolster of the truck. By this arrangement of looped chain a pull is secured in one direction by either of the two movements of the operating-lever. The lever 7 is fulcrumed to a bolt or rod, 9, which may be held by a relief-spring, 10, as here shown, or by a system of leverages having counter-pressure against the weight of the car, as shown 1111115 application tiled June 20, 1882. The end of the operating-lever 4 is extended through the end of a slot, 11, in a bar forming the lower side of a rectangular frame, 13, arranged to have a perpendicular movement sufficient to depress the lever 4, so that its lug can pass the lug of the motor-lever. Guides 14 14 15 15 are provided to control the vertical movement of the frame 13. Two levers, 18 18, pivoted at 20 20, are placed with their outer ends in mortises in the uprights of the frame 13, and their inner ends, united by a pin-connection, are confined by a spring, 19, between the united ends of the levers 18 I8 and the top of frame 13, so that when the frame 13 is depressed the stress is transmitted by the equalizing-levers 18 18 to the spring 19, so that the frame is subject to a balanced stress, and can move downward without binding in its guides. Notches 21 21 are cut in the sides of the frame 13 at pointsjust above the guides 15 15 when the frame is up or in its position of rest. A bolt, 22, extends across the face of the frame 13 in line with the notches 21 21, and is held withdrawn by a spring, 24, except when pulled into action by the governor, as hereinafter explained. When such bolt is wi thdrawn no application can occur, the adjustingframe being free to descend whenever the ll10- tor lever acts against the operating lever. When the governor pulls the bolt into engagement with the notches 21 21 it prevents the descent of the frame, if the motor and operating levers engage, and an application of the brakes may occur.

The governor is mounted 011 the car-axle 30, and consists, as will be seen by reference to my former application, of a series of segments of a ring placed upon the axle in such wise as to expand under the rotation of the axle, such expansion producing alongitudinal movement of the free end of said governor. A bar, 32, is pivoted at 33 to an attachment upon the truck-bolster, and rests at its outer end within a groove, 31., in the governor. A bar, 34, is suspended from the bar 32, and its end is within the groove 31 of the governor, but on the opposite side of such governor from the bar 32. A cord, 35, or other suitable device, is attached to the free end of the bar 34, and

passes over a pulley, 36, in the end of the bar 32, thence over a pulley, 37, upon the truckbolster, thence over a pulley, 38, attached to the frame of the car, and thence to lock-bar 22. 41 is an eccentrically-pivoted hand-lever placed in a convenient position on the car, by the turning of which lever the rod 42 is drawn up, and through the intermediate bell-crank, 43, the connection 44 is pulled so as to hold the bolt 22 from being drawn into engagement by the action of the governor. The bolt 22 is withdrawn by the spring 24, and the yielding of this spring accommodates itself to the stress of the cord 35.

The operation of the device is as follows: At very low rates of speed there is no firm engagement for braking between the motor and operating elements of the mechanism; but at higher rates of speed the centrifugal governor comes into action, and through the medium of the bars 32 34 and cord 35 looks the'adjusting-frame, so that the motor-lever cannot pass the operating-lever, in which event there results an application of the brakes by an inward thrust of the draw-bar or bufier, while none occurs from pulling out of the draw-bar. In case the motor-lever has been swung inside the operating-lever by an inward thrust of the draw-bar, before the speed of the cars movement has locked the adjustingbar, as when the car is backed, it then remains in that position, subject only to the stress of the spring 3", until the car stops, then releasing it by the motion-governor, when, it the draw-bar is not compressed, it swings to its position before the operating-lever.

While I have explained'the relations of my invention in connection with a motion-gov ernor, I comprise also its relations to direction-governors and manualgovernors. I contemplate various modifications in constructions, but all embodied in the use of a spring or other form of accumulator to reverse the adjustment of the motor tothe operating lever.

Having thus described my invention, what I claim as new therein, and desire to secure by Letters Patent, is

1. The combination, with an automatic drawbar-brake apparatus, of a longitudinally-moving draw-bar or buffer provided with an engagement device and a motor-lever arranged to be acted upon by one movementof the drawbar or buffer, and provided with a spring set to swing the lever in the other direction, as

and for the purposes set forth.

2. The combination of a motor-lever, acted upon by the movement of a draw-bar or bufier in one direction, with a spring set to swing the lever in the other direction.

3. The combination of the draw-bar or buffer 1, provided with a lug, 1, the lever 3, and the spring 3", as and for the purposes specified.

.DOLPHUS TORREY. Witnesses:

JNO. L. GoNnoN, H. E. KNIGHT.

LCD 

